WO2011154117A1 - Systèmes de distribution de puissance - Google Patents

Systèmes de distribution de puissance Download PDF

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Publication number
WO2011154117A1
WO2011154117A1 PCT/EP2011/002757 EP2011002757W WO2011154117A1 WO 2011154117 A1 WO2011154117 A1 WO 2011154117A1 EP 2011002757 W EP2011002757 W EP 2011002757W WO 2011154117 A1 WO2011154117 A1 WO 2011154117A1
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WO
WIPO (PCT)
Prior art keywords
distribution
power
voltage
busbar
power converter
Prior art date
Application number
PCT/EP2011/002757
Other languages
English (en)
Inventor
Allan David Crane
Ralph Edwin Maltby
Nicholas Simon Smith
Original Assignee
Converteam Technology Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Converteam Technology Ltd filed Critical Converteam Technology Ltd
Priority to CA2801921A priority Critical patent/CA2801921A1/fr
Priority to CN201180028555.1A priority patent/CN103003145B/zh
Priority to BR112012031452A priority patent/BR112012031452A2/pt
Priority to US13/702,092 priority patent/US9487284B2/en
Priority to KR1020137000432A priority patent/KR101795107B1/ko
Publication of WO2011154117A1 publication Critical patent/WO2011154117A1/fr

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
    • H02J3/46—Controlling of the sharing of output between the generators, converters, or transformers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
    • B63H23/24—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J3/00—Driving of auxiliaries
    • B63J3/04—Driving of auxiliaries from power plant other than propulsion power plant
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J4/00—Circuit arrangements for mains or distribution networks not specified as ac or dc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/32—Waterborne vessels
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/42—The network being an on-board power network, i.e. within a vehicle for ships or vessels

Definitions

  • the present invention relates to power distribution systems, and in particular to power distribution systems that can be used onboard marine vessels for supplying power to one or more propulsion motors.
  • stator windings have an extremely effective mutual coupling such that the per unit reactive voltage drops that are experienced in the respective stator windings are closely related and may be almost identical.
  • quality of power supply (QPS) on the first and second distribution busbars is therefore identical. Any harmonic distortion in the first distribution busbar will be transferred to the second distribution busbar and vice versa as a result of the mutual coupling between the stator windings in the double or multiple output generator.
  • the common power supply system preferably includes an ac generator having its ac terminals connected to the first distribution busbar, and the first distribution busbar carries an ac distribution voltage.
  • the first distribution busbar may be divided into two or more sections with the sections being connected together by a switched connection that can be opened to selectively isolate the respective sections from each other.
  • the first distribution busbar may receive power from a plurality of ac generators, optionally configured such that each generator is connected to a different section of the first distribution busbar.
  • the ac generator can be of any suitable type and is/are preferably driven by a prime mover such as a diesel engine, for example. It will be readily appreciated that the power distribution system may have any number and configuration of ac generators and prime movers depending on the power generation requirements.
  • the ac terminals of the ac generator can be electrically connected to the first distribution busbar by a switched connection that can be opened to selectively electrically isolate the ac generator from the first distribution busbar.
  • the regulation of the electrical quantities in the first distribution busbar will preferably improve the QPS experienced by the ac generator, thereby maximising the output coefficient and operating efficiency of the ac generator.
  • the power converter will typically be used interface an electrical load to the first distribution busbar.
  • the ac terminals of the power converter are connected to the first distribution busbar and dc terminals of the power converter are connected to an electrical load, optionally by means of an additional power converter (e.g. an active inverter).
  • the primary function of the power converter is therefore to regulate the power flow from the first distribution busbar to the electrical load. This function is referred to herein as "power flow control".
  • a dc/ac power converter which is connected to the power converter by a dc link.
  • Control of the power converter is dependent upon the presence of a dc link current flowing between the power converter and the dc motor, or between the power converter and the additional power converter that is connected to the ac motor.
  • the main function of the power converter is to rectify an ac input voltage from the first distribution busbar and provide a rectified dc output voltage. This rectified dc output voltage must be controlled in coordination with the propulsion motor so the dc link voltage can be traded off against dc link current at any particular shaft output power.
  • An ac motor can also be connected to the first distribution busbar by a power converter of the direct frequency type (e.g.
  • an ac/ac power converter wherein rectifier and inverter functions are integrated to give the same effect as the above rectifier and additional power converter without the presence of a dc link. It therefore follows that the controller for the power converter and a controller for the dc motor, or for the ac motor and additional power converter, must be linked or coordinated. Similarly, when a direct frequency converter is employed, the equivalent rectifier and motor control functions must be linked or coordinated.
  • the common power supply system preferably includes an ac generator, the power converter is connected between the ac generator and the first distribution busbar, and the first distribution busbar carries a dc distribution voltage.
  • the first distribution busbar may be divided into two or more sections with the sections being connected together by a switched connection that can be opened to selectively isolate the respective sections from each other.
  • the first distribution busbar may receive power from a plurality of ac generators, optionally configured such that each generator is connected to a different section of the first distribution busbar, and where a separate power converter is provided between each ac generator and the respective section of the first distribution busbar.
  • the power converters associated with the ac generators can be controlled independently or together as part of a coordinated array or series of power converters as required.
  • the ac generator can be of any suitable type and is preferably driven by a prime mover such as a diesel engine, for example. It will be readily appreciated that the power distribution system may have any number and configuration of ac generators and prime movers depending on the power generation requirements.
  • the ac terminals of the ac generator can be electrically connected to the power converter by a switched connection that can be opened to selectively electrically isolate the ac generator from the power converter.
  • the regulation of the electrical quantities in the first distribution busbar will preferably improve the QPS experienced by the ac generator, thereby maximising the output coefficient and operating efficiency of the ac generator.
  • the ac generator preferably includes at least a pair of galvanically-isolated stator windings, a first stator winding supplying a first ac voltage being connected to the first distribution busbar by means of the power converter, and a second stator winding supplying a second ac voltage being connected to the second distribution busbar.
  • Two different distribution voltages can therefore be independently obtained directly from the same ac generator.
  • Each stator winding will normally include a plurality of individual stator coils that are connected together in an appropriate manner.
  • the ac terminals of the power converter are connected to the ac terminals of the first stator winding and dc terminals of the power converter are connected to the first distribution busbar.
  • the dc distribution voltage that is carried by the first distribution busbar is therefore derived by the rectification of the first ac voltage that is supplied by the first stator winding of the double output generator.
  • the electrical load will normally include an electric propulsion motor.
  • the propulsion motor can be a dc or ac motor. If the propulsion motor is a dc motor then it can be connected either directly or by means of an interposing dc/dc converter to the first distribution busbar. However, it is more likely that the propulsion motor is an ac motor that is connected to the first distribution busbar by an additional power converter that will normally operate as an active inverter. Control of the power converter is dependent upon the presence of a dc link current flowing between the first distribution busbar and the additional power converter that is connected to the ac motor.
  • the propulsion motor may be part of a propulsion drive system and be located within the hull of a marine vessel (i.e. an in-board propulsion motor driving a propeller via a shaft line with a stern gland), in a pod that is suspended below the hull of the marine vessel to provide both propulsion and steering, or coaxially outside the hull of a submarine, for example.
  • the propulsion motor may be configured with its rotor coaxially inside or outside its stator.
  • the propulsion motor may be used to drive a propeller, optionally together with a second propulsion motor driving a common propeller (so-called tandem propulsion drives).
  • the propulsion motors forming a tandem propulsion drive may be integrated or separate but will share the same propeller shaft system. It will be readily appreciated that an individual marine vessel may use any particular number and configuration of propulsion motors depending on its propulsion requirements.
  • the propellers may be of any convenient type such as conventional multi-bladed screws or ducted pump jets, for example. In the case where the power converter is used to connect the propulsion motor to the first distribution busbar then the power electronics for the power converter can be fully integrated with the propulsion motor.
  • the propulsion motor can be a brushless dc motor having an electronic commutator circuit implemented using static power electronics as described in EP 1798847.
  • the electronic commutator circuit may include a stator winding having a number of coils linked by the same number of points of common coupling and an electronic commutator circuit comprising the same number of switching stages. Each switching stage is connected between a respective one of the points of common coupling and first and second dc terminals and includes a first reverse blocking semiconductor power device capable of being turned on and off by gate control having its anode connected to the first dc terminal, and a second reverse blocking semiconductor power device capable of being turned on and off by gate control having its cathode connected to the second dc terminal.
  • the electronic commutator circuit is beneficial in allowing the dc terminal voltage of the motor to be adjusted by electronic means while the excitation is fixed.
  • the dc terminal voltage of the motor can additionally be adjusted by conventional field control means.
  • One or more electrical loads may also be electrically connected to the second distribution busbar.
  • the second distribution busbar may be a low voltage (LV) busbar providing power to ships services that are particularly sensitive to harmonic distortion.
  • Power converter :
  • the power converter is preferably operated according to a PWM strategy that is selected or varied by the controller in accordance with the feedback signals, typically to achieve the desired electrical quantities of the distribution voltage carried by the second distribution busbar.
  • the power converter can be connected to the first distribution busbar by a switched connection that can be opened to selectively electrically isolate the power converter from the first distribution busbar.
  • a switched connection can also be provided between the power converter and an ac generator forming part of the common power supply (i.e. between the ac terminals of the power converter and the ac terminals of the first stator winding) to selectively isolate the power converter from the ac generator.
  • the power converter can be of any suitable rectifier type (e.g. a matrix converter, current source rectifier, voltage source rectifier or thyristor rectifier) and is most preferably capable of having a reasonable degree of independence between the three main aspects of the control strategy described in more detail below, namely power flow control, power factor control and harmonic control.
  • a particularly suitable topology for the power converter is a matrix converter of the type disclosed in WO 2006/064279.
  • Such a matrix converter includes three ac voltage lines and two dc voltage lines. In the case of the first arrangement where the first distribution busbar carries an ac distribution voltage then the three ac voltage lines would be connected to the first distribution busbar and the two dc voltage lines would be connected to the electrical load by means of a dc link.
  • the three ac voltage lines would be connected to the ac terminals of an ac generator forming part of the common power supply system and the two dc voltage lines would be connected to the first distribution busbar.
  • An array of six switches implemented using semiconductor power devices are connected between the three ac voltages lines and the two dc voltage lines. The switches are controlled to open and close in sequence in accordance with a PW strategy such that each of the three ac voltages lines can be connected to one of the two dc voltage lines when the associated switch is closed. A freewheel path is provided between the dc voltage lines.
  • the addition of the freewheel path provides an additional zero state where all of the switches of the matrix converter are operated to be open such that the dc voltage lines are not connected to any of the ac voltage lines. Instead of causing a large over- voltage, the inductive current load in this zero state is allowed to flow through the freewheel path.
  • An ac input voltage is supplied to the three ac voltage lines from the first distribution busbar or the ac terminals of the first stator winding of the ac generator and rectified by the matrix converter to provide a dc output voltage on the two dc voltage lines.
  • the matrix converter is used to interface a propulsion motor to the first distribution busbar then the propulsion motor and any additional power converter must be controlled and regulated to allow the power converter to output any magnitude of dc output voltage that is required to satisfy its ac input voltage requirements.
  • phase control of a thyristor rectifier can be used to regulate output while influencing power factor according to a known relationship and this principle can be extended to power converters that are controlled by a PWM strategy to influence both power flow through the power converter and power factor.
  • phase control of the power converter with the control and regulation of the propulsion motor and any additional power converter then any reasonable power factor can be achieved while allowing the shaft power to be independently controlled and regulated.
  • this coordination provides a first degree of freedom in the control of power factor.
  • a reduced modulation depth for the PWM strategy will reduce the dc output voltage of the power converter. In this way, the dc output voltage of the power converter may be altered without influencing power factor.
  • Space vector modulation can be used to optimise the switching sequence of line-to-line voltages and zero states in a manner that minimises switching losses.
  • a matrix converter of the type disclosed in WO 2006/064279 provides the benefit of an additional zero state that allows the switching sequence to be further optimised.
  • the PWM strategy can be phase shifted with respect to the ac input voltage so as to influence power factor in the first distribution busbar while modulation depth is independently controlled, for example to maintain shaft power of a propulsion motor or the distribution voltage carried by the first distribution busbar.
  • the selection of a suitable modulation angle for the PWM strategy provides a second degree of freedom in the control of power factor.
  • the PWM strategy may use synchronous modulation to have a specific effect on the harmonic structure of the ac input voltage. This effect causes only integer harmonics (i.e. harmonics whose frequencies are integer multiples of the fundamental frequency of the ac input voltage) to be generated; the harmonic spectrum being a function of the individual PWM pulse widths and the number of PWM pulses per cycle of the fundamental frequency of the ac input voltage. This effect can be used to achieve selective harmonic elimination but the process is characterised by a lack of independence between modulation depth of the PWM strategy, PWM pulse width and the number of PWM pulses per cycle.
  • a matrix converter of the type disclosed in WO 2006/064279 provides certain benefits, the same control principles can be applied to any force commutated current source rectifier.
  • the same control principles may also be applied to thyristor rectifiers but only the first degree of freedom in the control of power factor can be obtained.
  • a thyristor rectifier cannot be used to regulate harmonic distortion in the first distribution busbar.
  • current source rectifiers have an ability to operate at low and even zero dc output voltage while providing a substantial degree of power factor and harmonic control, the applicability of voltage source rectifiers must be qualified because they can only provide this power factor and harmonic distortion regulation when their dc output voltage is significantly in excess of the crest of the ac input voltage (the so called step-up mode).
  • a voltage source rectifier when operating in a step-up mode, the same control principles may be applied to voltage source rectifiers that are controlled according to a PWM strategy.
  • the full benefits of a voltage source rectifier can be exploited in the case where it is connected by means of a dc link to a suitable inverter (e.g. a voltage source inverter) that is capable of operating in a step-down mode.
  • a suitable inverter e.g. a voltage source inverter
  • Such a power converter arrangement can be used to interface an ac electrical load to the first distribution busbar.
  • the power flow through the power converter to an electrical load or the first distribution busbar can be regulated by selecting or varying the modulation depth of the PMW strategy.
  • Power factor at the ac terminals of the power converter can be regulated (e.g. to be unity or any other power factor) by selecting or varying the modulation angle of the PWM strategy - it being appreciated that such regulation can be for the deliberate purpose of regulating the power factor of the distribution voltage carried by the second distribution busbar to be unity or any other desired value, either by transformer coupling or the mutual coupling between the stator windings of a double or multiple output generator forming part of the common power supply system.
  • the harmonic distortion (or QPS) at the ac terminals of the power converter can be regulated by selecting or varying the harmonic structure of the PWM strategy - it being appreciated that such regulation can be for the deliberate purpose of regulating the harmonic distortion (or QPS) of the distribution voltage carried by the second distribution busbar, either by transformer coupling or the mutual coupling between the stator windings of a double or multiple output generator forming part of the common power supply system.
  • any regulation of power factor and/or harmonic distortion at the ac terminals of the power converter will produce corresponding regulation of power factor and/or harmonic distortion in the ac input voltage experienced by a double or multiple output generator forming part of the common power supply system.
  • the first distribution busbar carries an ac distribution voltage
  • the ac terminals of the power converter are connected to the first distribution busbar
  • the dc terminals are connected to the electrical load, optionally by means of an additional power converter which functions as an active inverter.
  • Electrical quantities at the ac terminals of the power converter will therefore correspond to electrical quantities in the ac distribution voltage carried by the first distribution busbar and at the ac terminals of the ac generator forming part of the common power supply system.
  • the ac terminals of the ac generator will be those associated with the first stator winding that is connected to the first distribution busbar and not those associated with the second stator winding that is connected to the second distribution busbar, either directly or by means of a second power converter. If the power converter is connected between the first distribution voltage and an ac generator forming part of the common power supply then the first distribution busbar carries a dc distribution voltage, the ac terminals of the power converter are connected to the ac terminals of the ac generator forming part of the common power supply system, and the dc terminals are connected to the first distribution busbar. Electrical quantities at the ac terminals of the power converter will therefore correspond to electrical quantities at the ac terminals associated with the first stator winding of the double or multiple output generator. In both cases the primary function of the power converter is to control the flow of power through it.
  • the power converter may also be controlled to provide "active filtering" and “static compensation” benefits to the respective distribution voltages. These are referred to herein as “harmonic control” and “power factor control”, respectively. Using the power converter to provide active filtering and static compensation removes the need for the large and costly filters that are used in conventional marine power distribution and propulsion systems, these being replaced by smaller filter capacitors.
  • the power converter may be controlled to regulate the power factor at its ac terminals by drawing lagging VArs as required such that the leading VArs drawn by the filter capacitor is at least partially (and most preferably, completely) cancelled thereby minimising the ac input current drawn by the combination of the filter and the power converter. If the ac terminals of the power converter are connected to the first distribution busbar then the power factor of the ac distribution current and voltage that is carried by the first distribution busbar and associated ac generator can be regulated accordingly. In practice, power factor control of the power converter can be employed for a number of purposes.
  • power factor may be adjusted to regulate the VArs flowing in the reactive impedances of the ac generator in order to influence the distribution voltages carried by the first and second distribution busbars.
  • power factor may be adjusted to regulate the power factor flowing in the ac generator in order to minimise the ac input current drawn from the ac generator.
  • power factor can be regulated even when a propulsive load is zero.
  • the power converter may also be controlled to regulate the harmonic distortion in the distribution voltages carried by the first and second distribution busbars. Any regulation of harmonic distortion will normally be for the purposes of reducing, or where possible eliminating, unwanted harmonic distortion or pollution in the respective distribution voltage that may arise from the operation of a propulsion motor or other electrical loads, for example. A low level of harmonic distortion implies a high QPS and vice versa.
  • the harmonic current components that are drawn by the power converter may be regulated so as to minimise the current total harmonic distortion (THD) in the ac lines of the power converter, thereby minimising the rms current drawn by the power converter.
  • harmonic control of the power converter can be employed for a number of purposes.
  • the power converter may be regulated so as to reduce the current THD in the ac lines of the ac generator, thereby minimising the rms current drawn from the ac generator, taking into account any harmonic currents that may be present in the first distribution busbar as a result of sources of harmonic pollution other than the power converter - for example other electrical loads connected to the first distribution busbar.
  • the power converter may be regulated so as to minimise the voltage THD on the first or second distribution busbar.
  • Frequency and voltage stabilisation of the power distribution system may therefore be achieved by controlling the power converter to provide simultaneous regulation of the power flow through the power converter (power flow control), power factor (power factor control), and harmonic distortion (harmonic control) in the distribution voltages carried by the first and/or second distribution busbars.
  • Frequency stabilisation of the distribution voltage in the second distribution busbar is derived from frequency stabilisation of the distribution voltage in the first distribution busbar or vice versa, either as a result of transformer coupling or the mutual coupling between the stator windings in a double or multiple output generator, although it would be more effective to stabilise the first distribution busbar because it would typically have a significantly greater power rating that the second distribution busbar in a situation where the first distribution busbar provides power to a propulsion drive system and the second distribution busbar provides power to ships services. In a conventional power distribution system any appropriate regulation of the distribution voltage carried by the first distribution busbar would automatically have an impact on the electrical quantities of the distribution voltage carried by the second distribution busbar as a result of transformer coupling.
  • an aim of the power distribution system is to use a significant consumer of electrical power (i.e. the power converter) to affect the operation of an ac generator that forms part of the common power supply system, thereby allowing the regulation of electrical quantities in the first distribution busbar with the deliberate intention of achieving desired electrical quantities in the second distribution busbar.
  • Such regulation allows the QPS on the second distribution busbar to be deliberately and purposefully regulated by the operation of the power converter.
  • the control of the power converter relies on the use of feedback signals that are provided to the controller.
  • the feedback signals can include a first voltage feedback signal indicative of a voltage carried by the first distribution busbar and a second voltage feedback signal indicative of a voltage carried by the second distribution busbar.
  • the feedback signals can also include a current feedback signal indicative of a current at ac terminals of the ac generator.
  • the current feedback signal will be indicative of a current at the ac terminals that are associated with the relevant stator winding that supplies power to the distribution busbar to which the power converter is connected or to the power converter itself.
  • the present invention further provides a method of controlling a power distribution system comprising: first and second distribution busbars each carrying a respective distribution voltage, a common power supply system supplying power to the first and second distribution busbars, and a power converter connected to the first distribution busbar, the power converter having ac terminals, the method comprising the steps of: using feedback signals indicative of electrical quantities of the distribution voltages carried by the first and second distribution busbars to control the power converter to regulate electrical quantities at the ac terminals of the power converter and/or electrical quantities of the distribution voltage carried by the second distribution busbar.
  • the power converter can be controlled to regulate electrical quantities at the ac terminals of the power converter and electrical quantities of the distribution voltage carried by the second distribution busbar according to a compromise.
  • the PWM strategy can be a field-oriented PWM strategy to enable the power factor and harmonic distortion in the distribution voltage carried by the first distribution busbar to be independently controlled while at the same time controlling the dc output voltage of the power converter.
  • the PWM strategy may be varied continuously to enable the power converter to provide adaptive control, power regulation, and frequency and voltage stabilisation and support as required.
  • the method can further comprise the step of controlling the propulsion motor to allow a dc link current to be adjusted independently of its shaft speed and torque of the propulsion motor.
  • Figure 1 is a schematic diagram of a conventional marine power distribution and propulsion system
  • Figure 2 is a schematic diagram of a marine power distribution and propulsion system in accordance with dc motor and transformer fed auxiliary supply embodiments of the present invention where the first distribution busbar carries an ac distribution voltage
  • Figure 3 is a schematic diagram of a marine power distribution and propulsion system in accordance with ac motor and transformer fed auxiliary supply embodiments of the present invention where the first distribution busbar carries an ac distribution voltage
  • Figure 4 is a schematic diagram of a marine power distribution and propulsion system in accordance with transformerless double output generator based embodiments of the present invention where the first distribution busbar carries an ac distribution voltage
  • Figure 5 is a schematic diagram of a marine power distribution and propulsion system in accordance with transformerless double output generator based embodiments of the present invention where the first distribution busbar carries a dc distribution voltage
  • Figure 6 is a schematic diagram of a marine power distribution and propulsion system in accordance with transformerless double output generator
  • FIG. 8 is a simplified schematic diagram of the control variables of the present invention.
  • Figure 9 shows a series of PWM pulse sequences providing selective harmonic elimination (SHE) for active filtration purposes.
  • FIG. 2 shows a first example of a marine power distribution and propulsion system in accordance with the present invention.
  • a main diesel generator Gl and an auxiliary diesel generator G2 supply ac power to a first medium voltage switchboard or busbar MVAC1.
  • a main diesel generator G3 and an auxiliary diesel generator G4 supply ac power to a second medium voltage switchboard or busbar MVAC2.
  • the medium voltage busbars carry a medium voltage (MV) distribution voltage (e.g. 6.6 kV, 60 Hz) and are equipped with protective switchgear.
  • the protective switchgear comprises circuit breakers and associated controls and is represented in Figure 2 by the * symbol.
  • the medium voltage busbars MVAC1 and MVAC2 are interconnected by protective switchgear.
  • the first medium voltage busbar MVAC1 is divided into two separate sections that are interconnected by protective switchgear.
  • the main diesel generator Gl is connected to one of the sections by protective switchgear and the auxiliary diesel generator G2 is connected to the other section by protective switchgear.
  • the second medium voltage busbar MVAC2 is divided into two separate sections that are interconnected by protective switchgear.
  • the main diesel generator G3 is connected to one of the sections by protective switchgear and the auxiliary diesel generator G4 is connected to the other section by protective switchgear.
  • First and second propulsion drive systems each include a rectifier (or supply converter) SC that is used to interface the medium voltage busbars MVAC1 and MVAC2 to a brushless dc propulsion motor PM that drives a propeller.
  • the first and second propulsion drive systems also include an ac voltage line filter capacitor CI, C2 that provides passive filtering for the medium voltage busbars MVAC1 and MVAC2 and the associated rectifier SC.
  • a first low voltage switchboard or busbar LVAC1 is connected to the first medium voltage busbar MVAC1 through a first transformer Tl .
  • a second low voltage switchboard or busbar LVAC2 is connected to the second medium voltage busbar MVAC2 through a second transformer T2.
  • the low voltage busbars LVAC1 and LVAC2 are interconnected by protective switchgear.
  • the low voltage busbars LVAC1 and LVAC2 carry a low voltage (LV) distribution voltage (e.g. 440 V, 60 Hz) and a number of unspecified loads such as ships service distribution systems (labelled LVAC loads) are connected to the low voltage busbars. In this way, the LV distribution voltage is conveniently derived from the MV distribution voltage by the use of appropriate transformers Tl and T2.
  • the rectifiers SC may be of any suitable type as described in more detail below with reference to Figure 7.
  • the rectifiers SC of the first and second propulsion drive systems are operated in accordance with a control strategy to enable them to provide active filtering and static compensation in addition to regulating the power flow to the dc propulsion motors PM.
  • each propulsion drive system e.g. port and starboard
  • the PWM controllers Co may operate independently or in a coordinated manner.
  • each PWM controller Co receives three- phase ac input signals, namely MV voltage feedback signal MVvfb, MV current feedback signal MVifb and LV voltage feedback signal LVvfb which are used to select or vary the modulation depth, modulation angle and harmonic structure of the PWM strategy that is applied to the rectifier SC.
  • the MV voltage feedback signal MVifb is taken only from a single generator in each case but other configurations are possible.
  • the control strategies employed by each PWM controller Co are described in more detail below with reference to Figure 8.
  • FIG 3 shows a second example of a marine power distribution and propulsion system in accordance with the present invention.
  • the system is identical to that shown in Figure 2 with the exception that the first and second propulsion drive systems each include a rectifier SC and an active inverter (or machine converter) MC that are used to interface the medium voltage busbars MVAC1 , MVAC2 to an ac propulsion motor PM that drives a propeller.
  • Each rectifier SC is connected to the associated active inverter MC by a dc link and may be of any suitable type as described in more detail below with reference to Figure 7.
  • the inverter MC can be in the form of a variable speed drive.
  • FIG. 4 shows a third example of a marine power distribution and propulsion system in accordance with the present invention.
  • the LV distribution voltage is derived from the MV distribution voltage by the use of appropriate transformers Tl and T2.
  • the system of Figure 4 uses double output generators (DOGs) that have a plurality of galvanically-isolated multi- phase stator windings, each stator winding being connected to an independent load.
  • DOGs double output generators
  • a main diesel double output generator DOG1 and an auxiliary diesel double output generator DOG2 supply ac power to a first medium voltage switchboard or busbar MVAC1 from one of their stator windings and supply ac power to a first low voltage switchboard or busbar LVAC1 from their other stator winding.
  • a main diesel double output generator DOG3 and an auxiliary diesel double output generator DOG4 supply ac power to a second medium voltage switchboard or busbar MVAC2 from one of their stator windings and supply ac power to a second low voltage switchboard or busbar LVAC2 from their other stator winding. If additional medium voltage or low voltage busbars are provided then each busbar (or busbar section) will typically be connected to a stator winding of a multiple output generator.
  • the double output generators provide galvanic isolation between their MV and LV outputs.
  • the extremely effective mutual coupling between the stator windings of the double output generator leads to some performance benefits when compared to the transformer-based systems shown in Figures 2 and 3.
  • the mutual coupling causes the per unit reactive voltage drop that is experienced in the stator windings of each double output generator to be almost identical. This has the effect of reducing the compromise between regulation of the medium and low voltage busbars.
  • the reduction extends to harmonic frequencies and for all practical purposes the per unit harmonic voltage spectra of the medium and low voltage busbars are almost identical. Consequently, active filtration does not strictly need to provide any prioritisation of medium and low voltage busbar feedback and only a single voltage feedback source is normally needed.
  • first and second low voltage busbars LVAC1 and LVAC2 carry an ac distribution voltage
  • a rectifier could also be used to connect the relevant stator winding of each double output generator to the first and second low voltage busbars if there was a requirement for them to carry a dc distribution voltage.
  • the first and second propulsion drive systems each include an active inverter (or machine converter) MC that is used to interface the medium voltage busbars MVDCl , MVDC2 to an ac propulsion motor PM that drives a propeller.
  • the inverter MC can be a variable speed drive.
  • the rectifiers SC are operated in accordance with a control strategy to enable them to provide active filtering and static compensation in addition to regulating the power flow to the first and second medium voltage busbars MVDC1 and MVDC2.
  • the PWM controllers Co are used to regulate the respective rectifier and inverter functions.
  • the power converters may be of any suitable type as described in more detail below with reference to Figure 7.
  • FIG. 6 shows a fifth example of a marine power distribution and propulsion system in accordance with the present invention.
  • the rectifiers SC are connected directly to the relevant stator winding of the double output generators.
  • the rectifiers are connected to the relevant stator winding of the double output generators by means of protective switchgear comprising circuit breakers and associated controls.
  • the purpose of such additional protective switchgear is to interrupt fault currents that might be fed into the first and second medium voltage busbars MVDC1 and MVDC2 in the event of a rectifier or associated control malfunction, for example.
  • the PWM controllers Co, filter capacitors and control circuitry have been omitted from Figure 6 to improve clarity.
  • Figure 7 shows some possible arrangements for the power converters used in the propulsion drive systems of Figures 2 to 4.
  • a dc link filter inductor or capacitor is connected between a rectifier (on the left side of the filter) and the associated propulsion motor (on the right side of the filter).
  • the rectifier performance attributes for a variety of power converter/dc propulsion motor arrangements and power converter/ac propulsion motor arrangements are summarised in Tables 1 and 2, respectively.
  • Power factor control Yes freewheel path (e.g. as
  • the rectifiers shown in Figures 7a) to f) can all regulate power flow to provide the desired substantially constant dc distribution voltage, but only the rectifiers shown in Figures 7c) to e) can limit their output voltages to less than the crest of the generator ac line voltage and thereby provide fault current and short circuit protection.
  • the rectifier of Figure 7f) is reliant upon the protective capability of its associated switchgear.
  • an interposing dc/dc power converter When it is necessary for the brushless dc or conventional dc propulsion motors of Figures 7a) to d) to draw power from a dc distribution busbar, an interposing dc/dc power converter must be used to convert the dc distribution voltage that is carried by the dc distribution busbar to a dc voltage that is suitable for dc motor drive operation. Since such dc motor drive equipment has an armature voltage that is approximately proportional to shaft speed, the interposing dc/dc power converter must be of the well known buck converter type to facilitate variable speed operation.
  • an inverter When it is necessary for a propulsion motor to draw power from a dc distribution busbar an inverter must be employed to convert the dc distribution voltage that is carried by the dc distribution busbar to an ac voltage that is suitable for ac motor drive operation. Only the inverter of Figure 7f) is suitable for direct connection to a dc distribution busbar that carries a substantially constant voltage. Such an inverter motor drive system is inherently capable of variable speed operation.
  • each rectifier SC (and inverter MC, where appropriate) is to control the power flow to its associated propulsion motor PM ( Figures 2 to 4) or to the first and second medium voltage busbars MVDC1 and MVDC2 ( Figures 5 and 6) and this is achieved by selecting or varying the modulation depth of the PWM strategy that is applied to the rectifier.
  • Power factor control and harmonic control can be achieved by selecting or varying the modulation angle and harmonic structure, respectively, of the PWM strategy that is applied to the rectifier SC.
  • power factor control it will be readily appreciated that in the case of the systems shown in Figures 2 to 4 the capacitors CI , C2 will draw leading MVArs from the diesel generators.
  • the modulation angle of the PWM strategy applied to each rectifier SC can therefore be selected or varied by the PWM controller Co such that the rectifiers draw lagging MVArs as required to compensate for the leading MVArs drawn by the filter capacitors CI , C2 to achieve as close a unity power factor, or any other desired power factor, as possible.
  • the filter capacitors C1 -C4 in the system of Figure 5 will also draw leading MVArs from the diesel generators and the associated rectifiers SC can be controlled in a similar manner.
  • the gain of the power factor control strategy can be set to allow the first and second propulsion drive systems to contribute equally or individually to static compensation.
  • the filter capacitors CI , C2 of the first and second propulsion drive systems draw leading MVArs whenever they are connected to the respective medium voltage busbars MVAC1 and MVAC2.
  • This MVAr rating is determined when the power distribution system is designed and is the result of an optimisation process that takes into account the requirement to avoid over-excitation of generators when operating at no load, when filter capacitors CI , C2 are on-line and are not regulated by the rectifiers SC, the worst case for the systems shown in Figures 2 to 4 being the connection of the first and second filter capacitors to only a single generator.
  • a further consideration in the optimisation process is the requirement for rectifiers SC to draw reactive current in order to moderate the reactive current of the filter capacitors CI , C2 in order to control and regulate power factor.
  • the rectifiers SC may be designed to draw lagging and/or leading reactive current, but this capability has an equipment total MVA rating and associated cost implications.
  • the PWM controller Co does not need to know the value of leading MVArs drawn by the filter capacitors CI , C2 at any one time because the closed-loop control is based on feedback signals that are taken from the ac generators. If identical generators are employed in the power distribution system then the power factor control and regulation that is applied to one or both of the rectifiers SC is equally effective to all generators when operating in a single island mode. In the event that different generators are employed then their reactances may not be balanced and power factor control must be carried out according to a compromise when the generators are operating in a single island mode. Although not shown in Figure 8 (as discussed below), it is possible to cross couple current feedback from the first generator into the second rectifier SC, and vice versa, to provide redundancy.
  • the PWM controller Co provides output signals SCref and FCref to the rectifier SC and the field converter FC, respectively.
  • the output signal FCref could equally be applied to the armature converter or electrical commutator circuit described in EP 1798847 in order to regulate the dc terminal voltage/current relationship.
  • the output signal FCref could be applied to current source inverters or voltage source inverters of all types associated with ac motor drives to regulate their dc terminal voltage/current relationship. This is shown in Figure 3 where each propulsion drive system includes an inverter MC.
  • the output signal SCref comprises PWM reference signals: modulation depth M, selective harmonic elimination angles "SHE angles” and firing delay angle "Alpha” which determines the modulation angle of the PWM strategy that is applied to the rectifier SC of the propulsion drive systems.
  • marine power system distribution bus voltage regulation is normally a function of an automatic voltage regulator (AVR) that is associated with each generator and an associated power management system (PMS)
  • the control system of the present invention includes the capability to adjust the power factor of ac input current drawn by the rectifier SC in order to assist the AVR in regulating the fundamental component of a distribution bus voltage and as such may receive the voltage reference signal vref from any of: (i) the AVR, (ii) the PMS, or (iii) an external source.
  • the voltage reference signal vref is summated with a voltage feedback signal vfb in order to determine voltage error signal which is used as a power factor reference signal pfref for the rectifier regulator SCreg.
  • the torque signals Tfb and Tref are derived by conventional drive controls.
  • a conventional drive controller may be provided with a shaft speed control system whose output is the torque reference signal Tref for the torque regulator Treg, the objective being for the torque regulator to cause sufficient torque to be developed by the drive system to allow it to attain a shaft speed that is in agreement with the requirements of the speed control system.
  • the torque regulator Treg requires a torque feedback signal Tfb and this may be derived from a torque transducer or calculated using known methods from armature current (derived from current feedback signal Idcfb), armature current position (not shown in Figure 8) and field current (derived from output signal FCref).
  • a torque regulator Treg produces a dc link current reference signal Iref in order to correct the difference between the torque reference signal Tref and the torque feedback signal Tfb.
  • a field weakening signal fw is provided to the field converter FC (or armature converter, electronic commutator, current source inverter, or voltage source inverter in the case of other motor types) from a rectifier regulator SCreg to allow the field converter to reduce the dc link voltage.
  • the response of the field weakening control is moderated by the torque regulator Treg in order to prioritise power flow control.
  • the field weakening signal fw is therefore a request signal while the output signal FCref is an absolute demand.
  • the primary function of the rectifier regulator SCreg is to correct the difference between the current reference signal Iref and the current feedback signal Idcfb in order to satisfy the requirements of the torque regulator Treg.
  • the rectifier regulator SCreg also receives power factor and harmonic feedback signals pffb and hfb and uses these to control power factor and harmonic structure, respectively.
  • a first fundamental estimation function block for estimating the fundamental voltage component of the medium voltage busbars MVAC1 and MVAC2 may receive a MV voltage feedback signal MVvfb while a second fundamental estimation function block for estimating the fundamental voltage component of the low voltage busbars LVAC1 and LVAC2 may receive a LV voltage feedback signal LVvfb. If more than one fundamental estimation function block is used then the resultant data is prioritised by a switching or mixing function labelled "fund priority" whose output is a voltage feedback signal vfb.
  • the fundamental estimation function block(s) may use any suitable estimation function process or technique and be combined with the harmonic estimation function block that is described below.
  • the PWM controller Co also incorporates at least one harmonic estimation function block labelled "harm", each having a three-phase voltage feedback signal according to the quantity to be regulated. More particularly, a first harmonic estimation function block for estimating the harmonic distortion in the medium voltage busbars MVAC1 and MVAC2 may receive a MV voltage feedback signal MVvfb while a second harmonic estimation function block for estimating the harmonic distortion in the low voltage busbars LVAC1 and LVAC2 may receive a LV voltage feedback signal LVvfb.
  • Each harmonic estimation function block identifies the magnitudes and angles of the most significant voltage harmonics, which in practice will normally be the lower order integer harmonics.
  • the harmonic estimation function block may have an inherent capability to estimate the magnitude of the fundamental component of a harmonic spectrum, this function block may be used to output data as a replacement for the fundamental estimation function block in some circumstances.
  • the higher order harmonics are less significant in control terms because they are passively filtered by the ac voltage line filter capacitor C. This passive filtration may also benefit from passive damping components. If more than one harmonic estimation function block is used then the resultant data is prioritised by a switching or mixing function labelled "harm priority".
  • the harmonic estimation function block(s) may use any suitable estimation function process or technique.
  • Closed-loop control of distribution bus voltage may be achieved by regulating power factor in response to a voltage error signal which is employed as the power factor reference signal pfref. If such closed-loop voltage control is not required the power factor reference signal pfref is ignored and an internal default power factor reference equivalent to unity power factor is employed. If such closed-loop voltage control is required the power factor reference signal pfref is summated with the internal default power factor reference, i.e. the closed-loop voltage control function applies an offset to the internal default reference.
  • Suitable PWM strategies that can be employed by the PWM controllers Co for power flow, power factor and harmonic control are well known and described in "Pulse width modulation for power converters: principles and practice”; D. Grahame Holmes and Thomas A. Lipo (ISBN: 0-471 -20814-0).
  • One example of a suitable PWM strategy is included herein for completeness.
  • Current source inverter (CSI) rectifiers have six states where two ac voltage lines are connected to the dc voltage lines, three zero states (so-called “shoot through states”) where the dc voltage lines are shorted together and connected to one of the ac voltage lines, and an off state where none of the ac voltage lines and dc voltages lines are connected.
  • the matrix converter of the type described in WO 2006/064279 benefits from an additional zero state where the dc voltage lines are shorted together by a freewheel path and are not connected to the ac voltage lines.
  • Current flows in these various states may be represented as space vectors and space vector modulation strategies may be implemented to minimise power losses associated with transitions between states.
  • the pulse widths of the various states are modulated in sequence where (a) individual pulse widths within a sampling period affect the time average current that flows between any two points within that sampling period, (b) the phase shift of these individual pulses relative to the fundamental frequency of the ac input voltage affects the power factor and the magnitude of current in the ac voltage lines (as pulse position is moved relative to the ac input voltage waveform the time integral of voltage in any particular pulse varies and this function can be used to control current), and (c) the sequence of pulse widths over a single cycle of the fundamental frequency of the ac input voltage affects the harmonic content of the current in the ac voltage lines and hence in the ac distribution busbar to which the ac voltage lines of the power converter is electrically connected.
  • the sequence of pulse widths may repeat asynchronously or synchronously with respect to the fundamental frequency of the ac input voltage, causing the current harmonics in the ac voltage lines to have non-integer and integer frequency relationships, respectively, with the fundamental frequency.
  • Synchronous modulation strategies may be further adapted to cause selective harmonic elimination (SHE) by appropriately choosing the individual pulse widths and the associated number of pulses per cycle of the fundamental frequency of ac input voltage.
  • Thyristor rectifiers operate according to natural commutation and their control strategies are effectively a subset of the PWM strategies described above since natural commutation forces the current in each ac voltage line to have one pulse of current per half cycle of the fundamental frequency of the ac input voltage.
  • Pulse number and pulse width cannot be adjusted, but the phase shift is comparable to item (b) above.
  • power factor control and current control are closely linked in thyristor rectifiers and the lack of any ability to control the pulse number and pulse width prevents any harmonic control.
  • the rectifiers SC are used to interface between the double output generators DOG1 -DOG4 and the first and second medium voltage busbars MVDC1 and MVDC2 then it is desirable for the busbars to be regulated at a preferred constant value of voltage.
  • the rectifiers SC Although the primary function of the rectifiers SC is to supply a substantially constant dc voltage to distribution busbars MVDC1 and MVDC2, the rectifiers SC retain their capability to regulate the power factor and harmonic content drawn by their ac terminals from the associated ac generator.
  • the fundamental (harmonic order 1) estimation function block “fund” and the harmonic estimation function block “harm” associated with the LV voltage feedback signal LVvfb remain active, as do the associated switching or mixing functions, "fund priority" and "harm priority”. It follows that closed-loop regulation of the rectifiers SC may still be used to regulate QPS in the low voltage distribution busbars and in the generator medium voltage ac output - an MV ac supply is still needed to allow the rectifiers SC to provide a MV voltage dc output.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Power Engineering (AREA)
  • Inverter Devices (AREA)
  • Control Of Eletrric Generators (AREA)
  • Supply And Distribution Of Alternating Current (AREA)
  • Control Of Ac Motors In General (AREA)

Abstract

Selon l'invention, dans un système marin de distribution de puissance et de propulsion, avec une barre bus (MVAC1) de distribution à moyenne tension et une barre bus (LVAC1) de distribution à basse tension, un redresseur (SC) est régulé, optionnellement, pour assurer un filtrage actif et fournir des avantages en termes de compensation statique. Un système d'alimentation en puissance commun incorporant des générateurs (G1-G4) alimente en puissance les barres bus de distribution à moyenne et basse tension. Le redresseur (SC) est raccordé à la barre bus (MVAC1) de distribution à moyenne tension. Un dispositif de commande (Co) utilise des signaux de réaction indiquant des quantités électriques des tensions de distribution transportées par les barres bus de distribution à moyenne et basse tension (MVAC1, LVAC1) pour commander le redresseur (SC) de manière à ce qu'il régule des quantités électriques aux bornes alternatives du redresseur (SC) afin d'obtenir les quantités électriques souhaitées de tension de distribution transportée par la barre bus (LVAC1) de distribution à basse tension.
PCT/EP2011/002757 2010-06-08 2011-06-06 Systèmes de distribution de puissance WO2011154117A1 (fr)

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CA2801921A CA2801921A1 (fr) 2010-06-08 2011-06-06 Systemes de distribution de puissance
CN201180028555.1A CN103003145B (zh) 2010-06-08 2011-06-06 配电系统及控制配电系统的方法
BR112012031452A BR112012031452A2 (pt) 2010-06-08 2011-06-06 sistemas de distribuição de energia elétrica
US13/702,092 US9487284B2 (en) 2010-06-08 2011-06-06 Control device for a power distribution system
KR1020137000432A KR101795107B1 (ko) 2010-06-08 2011-06-06 전력 분배 시스템

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EP10005871A EP2394908B1 (fr) 2010-06-08 2010-06-08 Système de distribution de puissance et méthode pour son contrôle.
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D. GRAHAME HOLMES, THOMAS A. LIPO, PULSE WIDTH MODULATION FOR POWER CONVERTERS: PRINCIPLES AND PRACTICE

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103762613A (zh) * 2012-09-17 2014-04-30 通用电气能源能量变换技术有限公司 配电系统
CN103762613B (zh) * 2012-09-17 2018-02-23 通用电气能源能量变换技术有限公司 配电系统
US10770895B2 (en) 2012-09-17 2020-09-08 Ge Energy Power Conversion Technology Ltd. Power distribution systems
CN103280839A (zh) * 2013-05-30 2013-09-04 山东计保电气有限公司 异容变压器并列交替运行节电方法及装置

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EP2394908A1 (fr) 2011-12-14
US9487284B2 (en) 2016-11-08
EP2394908B1 (fr) 2013-03-06
BR112012031452A2 (pt) 2017-11-28
CN103003145A (zh) 2013-03-27
CA2801921A1 (fr) 2011-12-15
US20130200691A1 (en) 2013-08-08
CN103003145B (zh) 2016-06-29
KR101795107B1 (ko) 2017-11-07
KR20130132724A (ko) 2013-12-05

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